CN113276872A

CN113276872A - Vehicle and vehicle control interface

Info

Publication number: CN113276872A
Application number: CN202110108890.8A
Authority: CN
Inventors: 铃木郁真
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2020-01-31
Filing date: 2021-01-27
Publication date: 2021-08-20
Anticipated expiration: 2041-01-27
Also published as: EP3875329A1; US20230271631A1; US20220234611A1; JP7501742B2; US20210245779A1; BR102021001768A2; US11673573B2; JP7306284B2; KR20210098362A; KR102594571B1; CN113276872B; RU2754019C1; JP2023123628A; CN118478904A; JP2021123137A

Abstract

A vehicle and vehicle control interface are disclosed. The vehicle (1) is a vehicle on which an ADK (3) can be mounted. A vehicle (1) is provided with: a VP (5) that controls the vehicle in accordance with a command from the ADK (3); VCIB (41) which acts as an interface between ADK (3) and VP (5). VP (5) outputs an accelerator pedal position signal corresponding to the amount of depression of the accelerator pedal by the driver, and outputs an accelerator pedal intervention signal to ADK (3) via VCIB (41). The accelerator intervention signal indicates that an accelerator pedal (560) is depressed when the accelerator pedal position signal indicates that the depression amount is greater than a threshold, and indicates that (1) of the vehicle exceeds auto-acceleration when an acceleration request corresponding to the depression amount is greater than a system acceleration request.

Description

Vehicle and vehicle control interface

This non-provisional application is based on Japanese patent application Ser. No. 2020-.

Technical Field

The present disclosure relates to a vehicle and a vehicle control interface.

Background

In recent years, development of an automatic driving technique for a vehicle is underway. For example, japanese patent laid-open No. 2018-132015 discloses an automated driving system that performs centralized automated driving control of a vehicle. The automatic driving system includes a camera, a laser device, a radar device, an operation device, a gradient sensor, an automatic driving apparatus, and an automatic driving ECU (electronic control unit).

Japanese patent laid-open publication No. 2018-132015 discloses, in a second modification, limiting at least one of a power function, a brake function, and a steering function of an automatic driving apparatus (see fig. 7 and 8). Such a state in which the automatic control is prohibited is a state that can also be switched to a manual operation by the driver.

Disclosure of Invention

The autopilot system may be externally attached to the vehicle. In this case, a vehicle platform (described later herein) controls the vehicle according to instructions from an autonomous driving system to achieve autonomous driving.

In order for the autopilot system and the vehicle platform to function properly in cooperation with one another, a suitable interface is preferably provided between the autopilot system and the vehicle platform. The importance of such an interface can be particularly high, for example, if the developer of the autopilot system is different from the developer of the vehicle platform.

The present disclosure is made to solve the above-mentioned problems, and an object of the present disclosure is to provide an appropriate interface between an autonomous driving system and a vehicle platform.

(1) The vehicle according to the aspect of the present disclosure is a vehicle on which an automatic driving system can be mounted. The vehicle includes: a vehicle platform that controls the vehicle according to instructions from the autonomous driving system; and a vehicle control interface that serves as an interface between the autonomous driving system and the vehicle platform. The vehicle platform outputs an accelerator pedal position signal corresponding to the amount of depression of an accelerator pedal by a driver and outputs an accelerator pedal intervention signal to the autonomous driving system via the vehicle control interface. The accelerator pedal intervention signal indicates that the accelerator pedal is depressed when the accelerator pedal position signal indicates that the depression amount is greater than a threshold. The accelerator pedal intervention signal indicates an excess of auto-acceleration of the vehicle when an acceleration request corresponding to the depression amount is higher than a system acceleration request.

(2) The vehicle platform has an NVO (non-vehicle operation) mode in which the vehicle can be completely unmanned. In the NVO mode, the vehicle control interface does not output the accelerator pedal intervention signal to the autonomous driving system indicative of the override of automatic acceleration.

(3) The accelerator pedal position signal indicates an accelerator position corresponding to a depression amount of the accelerator pedal when the vehicle is in a normal state, and indicates a fail-safe value different from the accelerator position when the vehicle is in a failed state.

(4) A vehicle control interface according to another aspect of the present disclosure serves as an interface between an autonomous driving system and a vehicle platform that controls a vehicle according to instructions from the autonomous driving system. The vehicle platform outputs an accelerator pedal position signal corresponding to the amount of depression of an accelerator pedal by a driver, and outputs an accelerator pedal intervention signal to the vehicle control interface. The vehicle control interface outputs the accelerator pedal position signal and the accelerator pedal intervention signal to an autonomous driving system. The accelerator pedal intervention signal indicates that the accelerator pedal is depressed when the accelerator pedal position signal indicates that the depression amount is greater than a threshold. The accelerator pedal intervention signal indicates an excess of auto-acceleration of the vehicle when an acceleration request corresponding to the depression amount is higher than a system acceleration request.

(5) The vehicle platform has an NVO (non-vehicle operation) mode in which the vehicle can be completely unmanned. In the NVO mode, the vehicle control interface does not output the accelerator pedal intervention signal to the autonomous driving system indicative of the override of automatic acceleration.

(6) The accelerator pedal position signal indicates an accelerator position corresponding to the amount of depression when the vehicle is in a normal state, and indicates a fail-safe value different from the accelerator position when the vehicle is in a failed state.

The foregoing and other objects, features, aspects and advantages of the present disclosure will become more apparent from the following detailed description of the present disclosure when considered in conjunction with the accompanying drawings.

Drawings

Fig. 1 is a diagram schematically showing a MaaS system using a vehicle according to an embodiment of the present disclosure.

Fig. 2 is a diagram showing the configuration of the vehicle in more detail.

Fig. 3 is a functional block diagram relating to accelerator pedal control for a vehicle.

FIG. 4 is a graph illustrating an accelerator pedal intervention signal.

FIG. 5 is a time chart illustrating an example of a transition of an accelerator pedal intervention signal for a vehicle.

Fig. 6 is a flowchart showing an accelerator pedal control for a vehicle.

Fig. 7 is a diagram of the overall configuration of MaaS.

Fig. 8 is a diagram of a system configuration of the MaaS vehicle.

Fig. 9 is a diagram showing a typical flow in the automatic driving system.

Fig. 10 is a diagram showing an exemplary timing chart of the API relating to the stop and start of the MaaS vehicle.

Fig. 11 is a diagram showing an exemplary timing chart of the API relating to shift change of the MaaS vehicle.

Fig. 12 is a diagram illustrating an exemplary timing diagram of an API relating to wheel locks of MaaS vehicles.

Fig. 13 is a diagram showing the limit value of the amount of change in the tire turning angle.

Fig. 14 is a diagram illustrating intervention of an accelerator pedal.

Fig. 15 is a diagram illustrating intervention of the brake pedal.

Fig. 16 is a diagram of the overall configuration of MaaS.

Fig. 17 is a diagram of a system configuration of a vehicle.

Fig. 18 is a diagram showing the configuration of power supply of the vehicle.

Fig. 19 is a diagram illustrating a strategy until the vehicle is safely stopped at the time of occurrence of a failure.

Fig. 20 is a diagram showing the arrangement of representative functions of the vehicle.

Detailed Description

Hereinafter, the present embodiment is described in detail with reference to the accompanying drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

An example is described in connection with the following embodiments, in which an Automatic Driving Kit (ADK) is mounted on a MaaS vehicle (mobile as a service vehicle). The autopilot kit is a tool into which hardware and software for implementing autopilot are integrated, and is a form of implementing an autopilot system (ADS). The type of vehicle on which the autopilot kit may be mounted is not limited to MaaS vehicles. The autopilot kit is suitable for all types of vehicles in which autopilot is possible.

[ examples ]

< Overall arrangement >

Fig. 1 schematically illustrates a MaaS system using a vehicle according to an embodiment of the present disclosure. Referring to fig. 1, the MaaS system includes a vehicle 1. The vehicle 1 includes a vehicle main body 2 and an Automatic Driving Kit (ADK) 3. The vehicle main body 2 includes a vehicle control interface 4, a Vehicle Platform (VP)5, and a DCM (data communication module) 6. In addition to the vehicle 1, the MaaS system includes a data server 7, a Mobility Service Platform (MSPF)8, and an autonomous driving related mobility service 9.

The vehicle 1 can perform automatic driving in accordance with a command from the ADK3 attached to the vehicle main body 2. Although the vehicle body 2 is shown in fig. 1 as being located separately from the ADK3, the ADK3 is actually attached to, for example, the roof of the vehicle body 2.

The ADK3 may be detached from the vehicle body 2. When the ADK3 is not attached, the vehicle main body 2 can travel by the driver driving. In this case, VP5 performs travel control in the manual mode (travel control according to the operation of the driver).

The vehicle control interface 4 may communicate with the ADK3 through, for example, CAN (controller area network). The vehicle control interface 4 runs a predetermined API (application programming interface) defined for each signal to be communicated, thereby receiving various commands from the ADK3 and outputting the state of the vehicle main body 2 to the ADK 3.

When receiving a command from the ADK3, the vehicle control interface 4 outputs a control command corresponding to the received command to the VP 5. The vehicle control interface 4 also obtains various types of information about the vehicle body 2 from the VP5, and outputs the state of the vehicle body 2 to the ADK 3. The configuration of the vehicle control interface 4 is described later herein in detail.

VP5 includes various systems and various sensors for controlling the vehicle main body 2. VP5 performs vehicle control in accordance with a command given from the ADK3 via the vehicle control interface 4. That is, VP5 performs vehicle control in accordance with a command from ADK3, thereby realizing automatic driving of vehicle 1. The configuration of VP5 is also described in detail later herein.

The ADK3 is an Automatic Driving System (ADS) for realizing automatic driving of the vehicle 1. The ADK3 makes a travel plan for the vehicle 1, for example, and outputs various commands for causing the vehicle 1 to travel according to the made travel plan to the vehicle control interface 4 according to an API defined for each command. The ADK3 also receives various signals representing the state of the vehicle main body 2 from the vehicle control interface 4 according to the API defined for each signal, and causes the received vehicle state to be reflected in the making of the travel plan. The configuration of the ADK3 is described later herein in detail.

The DCM 6 includes a communication interface for wireless communication of the vehicle body 2 with the data server 7. The DCM 6 outputs various types of vehicle information, such as speed, position, or state of automatic driving, to the data server 7. The DCM 6 receives, for example, various types of data for managing the travel of the autonomous vehicle including the vehicle 1 for the autonomous driving-related mobility service 9 from the autonomous driving-related mobility service 9 via the MSPF 8 and the data server 7.

The data server 7 is configured to wirelessly communicate with various autonomous vehicles including the vehicle 1, and is configured to also communicate with the MSPF 8. The data server 7 stores various types of data (data related to vehicle states and vehicle control) for managing the travel of the autonomous vehicle.

The MSPF 8 is an integrated platform that interfaces with various mobility services. In addition to the automatic driving-related mobility service 9, various mobility services (e.g., various mobility services provided by a car sharing company, an insurance company, a car rental company, a taxi company, and the like), which are not shown, may also be connected to the MSPF 8. Various mobility services, including the mobility service 9, may use APIs published on the MSPF 8 to use various functions that the MSPF 8 suitably provides for the respective services.

The autonomous driving-related mobility service 9 provides a mobility service using an autonomous driving vehicle including the vehicle 1. Using the API published on the MSPF 8, the mobility service 9 can obtain from the MSPF 8, for example, driving control data of the vehicle 1 in communication with the data server 7 and/or information stored in the data server 7, etc. Using the API described above, the mobility service 9 also sends, for example, data for managing an autonomous vehicle including the vehicle 1, and the like to the MSPF 8.

The MSPF 8 publishes APIs to use various types of data related to vehicle conditions and vehicle controls required to develop ADS. The ADS company may use data related to vehicle states and vehicle controls required for ADS development, which are stored in the data server 7, as an API.

< vehicle arrangement >

Fig. 2 shows the configuration of the vehicle 1 in more detail. Referring to fig. 2, the ADK3 includes a calculation component 31, a sensor for sensing 32, a sensor for posture 33, an HMI (human machine interface) 34, and a sensor cleaner 35.

During the automatic driving of the vehicle 1, the calculation component 31 utilizes various sensors (described later herein) to obtain the environment around the vehicle and the posture, behavior, and position of the vehicle 1. The calculation component 31 also obtains the state of the vehicle 1 from the VP5 via the vehicle control interface 4, and determines the next operation (acceleration, deceleration, turning, etc.) of the vehicle 1. The calculation component 31 outputs a command for implementing the determined next operation to the vehicle control interface 4.

The sensor 32 for sensing senses the environment around the vehicle. Specifically, the sensor 32 for sensing includes, for example, at least any one of a LIDAR (laser imaging detection and ranging), a millimeter wave radar, and a camera.

The LIDAR illuminates an object (e.g., a person, other vehicle, or obstacle) with infrared pulsed laser light, and measures a distance to the object based on the time it takes for the light to reflect off of the object and return to the LIDAR. The millimeter wave radar applies a millimeter wave to an object and detects the millimeter wave reflected from the object to measure the distance to the object and/or the direction of the object. The camera is disposed, for example, on the rear side of the interior mirror in the vehicle compartment to take a picture of an area located in front of the vehicle 1. The image taken by the camera may be image-processed by an image processor equipped with Artificial Intelligence (AI). The information obtained by the sensor 32 for sensing is output to the calculation component 31.

The sensor for posture 33 detects the posture, behavior, and position of the vehicle 1. Specifically, the sensor 33 for attitude includes, for example, an Inertial Measurement Unit (IMU) and a GPS (global positioning system).

The IMU detects, for example, the acceleration in the front-rear direction, the lateral direction, and the up-down direction of the vehicle 1, and the angular velocity in the roll direction, the pitch direction, and the yaw direction of the vehicle 1. The GPS detects the position of the vehicle 1 using information received from a plurality of GPS satellites orbiting the earth. The information obtained by the sensor 33 for gestures is also output to the calculation component 31.

The HMI 34 includes, for example, a display device, an audio output device, and an operation device. In particular, the HMI 34 may comprise a touch panel display and/or an intelligent speaker (AI speaker). For example, the HMI 34 provides information to the user or receives an operation of the user during automatic driving of the vehicle 1, during driving in a manual mode, or during mode transition.

The sensor cleaner 35 is configured to remove dirt adhering to each sensor. More specifically, the sensor cleaner 35 removes dirt on, for example, a lens of a camera, a laser emitting portion, or a millimeter wave emitting portion, for example, with a cleaning liquid or a wiper.

The vehicle control interface 4 includes a Vehicle Control Interface Box (VCIB)41 and a VCIB 42. The

VCIBs

41, 42 herein include a processor such as a CPU (central processing unit) and a memory such as a ROM (read only memory) and a RAM (random access memory), respectively. Each of VCIB 41 and VCIB 42 is communicatively connected to the computing component 31 of ADK 3. VCIB 41 and VCIB 42 are connected to be able to communicate with each other.

Each of the

VCIBs

41 and 42 relays various commands from the ADK3, and outputs each relayed command as a control command to the VP 5. More specifically, each of the

VCIBs

41 and 42 uses a program or the like stored in a memory to convert various commands output from the ADK3 into control commands to be used for controlling the systems of the VP5, and outputs the control commands to the systems connected thereto. Also, each of the

VCIBs

41 and 42 performs appropriate processing (including relaying) on the pieces of vehicular information output from the VP5, and outputs the resultant information as pieces of vehicular information to the ADK 3.

Although VCIB 41 and VCIB 42 differ from each other in some constituent parts of VP5 connected to VCIB 41 and VCIB 42, they have substantially equivalent functions. VCIB 41 and VCIB 42 have equivalent functions, for example with respect to the operation of the braking system and the operation of the steering system, so that the control system between ADK3 and VP5 is redundant (dual). Thus, even when some failure occurs in a portion of the system, for example, the control system may be switched or the failed control system may be disconnected to maintain VP5 functionality (such as steering and braking).

VP5 includes

brake systems

511, 512, wheel speed sensors 52, steering

systems

531, 532, pinion angle sensors 541, 542, an Electronic Parking Brake (EPB) system 551, a P (parking) lock system 552, a propulsion system 56, a PCS (collision avoidance) system 57, a camera/radar 58, and a body system 59.

The VCIB 41 is communicatively connected via a communication bus to the braking system 512, steering system 531, P-lock system 552 of the various systems of VP5 (i.e., EPB 551, propulsion system 56, and body system 59). The VCIB 42 is communicatively coupled to the braking system 511, the steering system 532, and the P-lock system 552 via a communication bus.

The

brake systems

511, 512 are configured to control a plurality of brake devices (not shown) provided for respective wheels of the vehicle 1. These braking devices may include disc brake systems that operate using hydraulic pressure regulated by an actuator. Brake system 511 and brake system 512 may be configured to have equivalent functionality. Alternatively, one of the

brake systems

511, 512 may be configured to independently control the braking force of each wheel while the vehicle is traveling, and the other may be configured to control the braking force such that the same braking force is generated to each wheel while the vehicle is traveling.

Each of the

brake systems

511, 512 generates a brake command for the brake device according to a predetermined control command sent from the ADK3 via the vehicle control interface 4. Furthermore, the

brake systems

511, 512 control the braking devices, for example, using a braking command generated by one of the

brake systems

511, 512. Further, when one of the

brake systems

511, 512 fails, the braking device is controlled using a braking command generated by the other brake system.

In this example, the wheel speed sensors 52 are connected to a brake system 512. The wheel speed sensor 52 is installed in each wheel of the vehicle 1, for example. The wheel speed sensor 52 detects the rotational speed of the wheel, and outputs the detected rotational speed to the brake system 512. The brake system 512 outputs the rotation speed of each wheel to the VCIB 41 as an information item among information items included in the vehicle information.

The

steering systems

531, 532 are configured to control the steering angle of the steering wheel of the vehicle 1 with a steering device (not shown). The steering apparatus includes, for example, a rack-and-pinion type Electric Power Steering (EPS) system capable of adjusting a steering angle by an actuator.

Steering system 531 and steering system 532 have equivalent functions. Each of the

steering systems

531, 532 generates a steering command for the steering device in accordance with a predetermined control command output from the ADK3 via the vehicle control interface 4. For example,

steering system

531, 532 controls the steering device using a steering command generated by one of

steering systems

531, 532. When one of the

steering systems

531, 531 is malfunctioning, the steering device is controlled using a steering command generated by the other steering system.

The pinion angle sensor 541 is connected to the steering system 531. Pinion angle sensor 542 is connected to steering system 532. Each of the pinion angle sensors 541, 542 detects a rotation angle (pinion angle) of a pinion coupled to a rotation shaft of the actuator, and outputs the detected pinion angle to the associated

steering system

531, 532.

EPB system 551 is configured to control EPBs provided in the wheels of vehicle 1. The EPB is provided separately from the braking devices of the

brake systems

511, 512, and fixes the wheels by the operation of the actuators. The actuator may be capable of adjusting hydraulic pressure to be applied to the brake device separately from the

brake systems

511, 512. For example, the EPB fixes the wheels by actuating a drum brake for a parking brake with an actuator.

The P lock system 552 is configured to control a P lock device (not shown) provided for a transmission of the vehicle 1. More specifically, a gear (lock gear) is provided to be coupled with a rotary element in the transmission. Furthermore, a parking lock lever, the position of which can be adjusted by an actuator, is provided for locking the toothed portion of the gear. The P-lock device is fitted with a projection on the head of the parking lock lever, thereby fixing the rotation of the output shaft of the transmission.

The propulsion system 56 includes an accelerator pedal 560 that receives an operation (depression) by a user. The accelerator pedal 560 is equipped with an accelerator sensor (not shown) that detects the amount by which the accelerator pedal 560 is depressed. Further, the propulsion system 56 can switch the shift range using a shifting device (not shown), and can control the driving force of the vehicle 1 in the traveling direction using a driving source (not shown). The shifting device is configured to select one of a plurality of shift stages. The drive sources may include, for example, a motor generator and an engine.

The PCS system 57 uses the camera/radar 58 to perform control for avoiding a collision of the vehicle 1 and/or mitigating damage to the vehicle 1. More specifically, the PCS system 57 is connected to the brake system 512. The PCS system 57 detects a preceding object using the camera/radar 58, and determines whether there is a possibility of collision of the vehicle 1 with the object based on the distance to the object. When the PCS system 57 determines that there is a possibility of collision, the PCS system 57 outputs a braking command to the braking system 512 to increase the braking force.

The vehicle body system 59 is configured to control various constituent components (e.g., a direction indicator, a horn, or wipers) according to, for example, the running state or running environment of the vehicle 1.

The systems other than the

braking systems

511, 512 and the

steering systems

531, 532 are also configured to control the respective relevant devices in accordance with predetermined control commands sent from the ADK3 via the vehicle control interface 4. Specifically, the EPB system 551 receives a control command from the ADK3 via the vehicle control interface 4, and controls the EPB according to the control command. The P-lock system 552 receives control commands from the ADK3 via the vehicle control interface 4 and controls the P-lock device according to the control commands. The propulsion system 56 receives control commands from the ADK3 via the vehicle control interface 4 and controls the shifting device and the drive source according to the control commands. The vehicle body system 59 receives a control command from the ADK3 via the vehicle control interface 4, and controls the above-described constituent components according to the control command.

For example, operating devices that enable a user to perform manual operations may be provided individually for the braking device, the steering device, the EPB, the P-lock, the shifting device, and the drive source described above.

< control of accelerator pedal >

Fig. 3 is a functional block diagram relating to accelerator pedal control for the vehicle 1. Referring to fig. 2 and 3, the propulsion system 56 includes a position calculation portion 561, an acceleration determination portion 562, and an intervention determination portion 563.

The position calculating portion 561 receives a signal indicating the depression amount of the accelerator pedal 560 by the driver from an accelerator sensor (not shown), and outputs an accelerator pedal position signal indicating the accelerator position to the VCIB 41 and the intervention judging portion 563. The position calculating unit 561 also outputs an acceleration request corresponding to the amount of depression of the accelerator pedal 560 by the driver to the acceleration determining unit 562.

The acceleration determining section 562 receives an acceleration request from the position calculating section 561, and also receives an acceleration request from any of various systems, and makes a determination between the two acceleration requests. More specifically, the acceleration determining section 562 calculates the sum of these two accelerations. The acceleration determination portion 562 outputs the result of determination between these two acceleration requests (in this example, the sum of the two accelerations) to the intervention determination portion 563.

Hereinafter, the acceleration request from the position calculation portion 561 is referred to as a "driver acceleration request", and the acceleration request from any one of the various systems is referred to as a "system acceleration request" in order to distinguish between them.

Although the source of the system acceleration request is, for example, ADK3, the source is not limited thereto, and may be, for example, the PCS system 57. When the source of the system acceleration request is the ADK3, the acceleration determining portion 562 receives the system acceleration request via the vehicle control interface 4.

The intervention judging section 563 receives the accelerator pedal position signal from the position calculating section 561, and also receives the result of the judgment from the acceleration judging section 562. The intervention judging section 563 generates an accelerator pedal intervention signal based on the accelerator pedal position signal and the result of the judgment, and outputs the generated accelerator pedal intervention signal to the VCIB 41.

VCIB 41 includes an accelerator pedal position processor 411 and an accelerator pedal stem processor 412. Although only the VCIB 41 is shown in fig. 3, another VCIB 42 provided redundantly also has a similar function.

The accelerator pedal position processor 411 receives an accelerator pedal position signal from the propulsion system 56 (position calculating section 561), and performs predetermined processing on the accelerator pedal position signal. Accelerator pedal position processor 411 outputs the processed accelerator pedal position signal to ADK 3.

When the vehicle 1 is in a normal state, the accelerator pedal position signal output to the ADK3 provides an accelerator position corresponding to a detection value of an accelerator sensor (a depression amount of the accelerator pedal 560). The accelerator position is represented by values in the range from 0% to 100%. In general, the detected value of the accelerator pedal sensor varies greatly, and therefore, the accelerator position is preferably a value after zero point (offset) correction.

The accelerator pedal position signal output to the ADK3 provides a fail-safe value when the vehicle 1 is in a failure state (e.g., when the accelerator sensor is malfunctioning) or when the vehicle 1 is in a failure handling state (e.g., when the vehicle 1 is in a limp home mode). The fail-safe value is a value defined to fall outside the range of the accelerator position (a value outside the range from 0% to 100%), and is, for example, 0 xFF.

To avoid an abrupt change in the accelerator position output to the ADK3, the accelerator pedal position processor 411 may perform a smoothing operation (e.g., an operation of weighted averaging or moving averaging) on the accelerator pedal position signal. The smoothing operation may be performed by the position calculation section 561.

Accelerator pedal stem processor 412 receives an accelerator pedal intervention signal from intervention judging section 563, and performs predetermined processing on the accelerator pedal intervention signal. Accelerator pedal stem preprocessor 412 outputs a processed accelerator pedal intervention signal to ADK 3. It should be noted that intervention judging section 563 may execute this processing, and accelerator pedal stem processor 412 may relay only the accelerator pedal intervention signal from intervention judging section 563 to output a signal to ADK 3. Hereinafter, the contents represented by the accelerator pedal intervention signal are described.

< Accelerator pedal intervention >

FIG. 4 is a graph illustrating an accelerator pedal intervention signal. Referring to FIG. 4, the accelerator pedal intervention signal takes one of

values

0, 1 and 2.

An accelerator pedal override signal of 0 indicates that accelerator pedal 560 is not depressed. An accelerator pedal intervention signal of 1 indicates that accelerator pedal 560 is depressed. An accelerator pedal intervention signal of value 2 indicates a state in which an acceleration request (driver acceleration request) generated in accordance with depression of accelerator pedal 560 exceeds an acceleration request (system acceleration request) from, for example, ADK 3. This condition is referred to herein as "over-autoacceleration".

Fig. 5 is a time chart showing an example of transition of the accelerator pedal intervention signal for the vehicle 1. In fig. 5, the horizontal axis represents elapsed time, the upper vertical axis represents acceleration request, and the lower vertical axis represents accelerator position.

Referring to fig. 5, the accelerator position is 0% at an initial time t 0. In this case, the value of the accelerator pedal intervention signal is 0, indicating that the accelerator pedal 560 is not depressed.

At time t1, the driver begins to depress accelerator pedal 560. Subsequently, at time t2, the accelerator position becomes higher than a predetermined threshold (ACCL _ INTV). This threshold value is a value for so-called play of the accelerator pedal 560, and is defined as, for example, several percent. When the accelerator position becomes higher than the threshold ACCL _ INTV, the value of the accelerator pedal intervention signal changes from 0 to 1. The accelerator pedal intervention signal at this time indicates that the accelerator pedal 560 is depressed.

At time t3, the accelerator position (driver acceleration request) corresponding to the amount of depression of accelerator pedal 560 becomes higher than the system acceleration request. The value of the accelerator pedal intervention signal then changes from 1 to 2. The accelerator pedal intervention signal at this time indicates that auto-acceleration is exceeded.

< control flow >

Fig. 6 is a flowchart showing an accelerator pedal control for the vehicle 1. The processing of the flowchart is executed, for example, each time a predetermined control cycle elapses. Although each step included in this flowchart is basically realized by software processing of the vehicle 1(VP 5 or vehicle control interface 4), it may be realized by dedicated hardware (circuit) manufactured in the VP5 or vehicle control interface 4. Steps are abbreviated herein as "S".

Hereinafter, when the VP5 and the vehicle control interface 4 are not distinguished from each other, they are referred to as the vehicle 1. If the object on which the process is to be performed is described herein as the vehicle 1, the process may be performed by the VP5 or the vehicle control interface 4.

In the present embodiment, VP5 has at least VO (vehicle operation) mode and NVO (non-vehicle operation) mode as the automatic driving mode. The VO mode refers to a control mode in a case where the driver is on the vehicle 1 although the vehicle 1 is capable of autonomous driving. The NVO mode refers to a control mode in a case where the vehicle 1 can be driven completely unmanned.

Referring to fig. 6, in S1, the vehicle 1 determines whether VP5 is in the NVO mode. Whether VP5 is in NVO mode may be determined by a camera (not shown) mounted in a cabin of the vehicle, for example. If no one is on the vehicle as seen from the picture of the interior of the vehicle compartment taken by the camera, then the VP5 can be determined to be in NVO mode.

When VP5 is in the NVO mode (yes in S1), the driver acceleration request is rejected (S8) regardless of the depression amount of the accelerator pedal 560. Thus, the value of the accelerator pedal intervention signal will never be 2. In this example, the process thereafter proceeds to S9.

When VP5 is not in the NVO mode (no in S1), for example, when VP5 is in the VO mode, the vehicle 1 acquires the accelerator position indicated by the accelerator pedal position signal (S2).

In S3, the vehicle 1 determines whether the accelerator position is greater than a threshold ACCL _ INTV. When the accelerator position is less than or equal to the threshold ACCL _ INTV (no in S3), the vehicle 1 sets the value of the accelerator pedal intervention signal to 0 to indicate that the accelerator pedal 560 is not depressed (S9). After that, the vehicle 1 advances the process to S7.

In contrast, when the accelerator position is greater than the threshold ACCL _ INTV (yes in S3), the vehicle 1 sets the value of the accelerator pedal intervention signal to 1 to indicate that the accelerator pedal 560 is depressed (S4).

At S5, the vehicle 1 further determines whether or not the driver acceleration request corresponding to the accelerator position exceeds the system acceleration request. When the driver' S acceleration request exceeds the system acceleration request (yes in S5), the vehicle 1 sets the value of the accelerator pedal intervention signal to 2 to indicate that the exceeding of the automatic acceleration has occurred (S6). Thereafter, the vehicle 1 advances the process to S7.

When the driver acceleration request is less than or equal to the system acceleration request (no in S5), the vehicle 1 skips the operation in S6, and advances the process to S7. In this case, the value of the accelerator pedal intervention signal remains 1, indicating that accelerator pedal 560 is depressed.

At S7, the vehicle 1 outputs an accelerator pedal intervention signal set to one of 0, 1, and 2 to the ADK 3.

As can be seen from the foregoing, the present embodiment provides a vehicle control interface 4 that serves as an interface between the ADK3 and the VP 5. Thus, an accelerator pedal position signal and an accelerator pedal intervention signal are output from VP5 to ADK3 via vehicle control interface 4. Therefore, even if the developer of the ADK3 does not know the detailed information of the specification of the VP5, the developer can cause the ADK3 to perform communication in accordance with, for example, a procedure and a data format (API) defined for the vehicle control interface 4, so that the ADK3 and the VP5 can function in cooperation with each other. According to this embodiment, a suitable interface may be provided between ADK3 and VP5 accordingly.

[ example 1]

MaaS vehicle platform of Toyota

API specification

For ADS developers

[ Standard edition #0.1]

Revision history

TABLE 1

Index

1. Overview 4

1.1. Purpose 4 of this Specification

1.2. Target vehicle 4

1.3. Definition of terms 4

1.4. Use notes 4

2. Structure 5

General architecture 5 of MaaS

System architecture 6 for MaaS vehicles

3. Application program interface 7

3.1. Responsibility sharing when using APIs 7

Typical usage of API 7

3.3. API 9 for vehicle motion control

3.3.1. Function 9

3.3.2. Input 16

3.3.3. Output 23

3.4. API 45 for vehicle body control

3.4.1. Function 45

3.4.2. Input 45

3.4.3. Output 56

3.5. API 68 for power control

3.5.1. Function 68

3.5.2. Input 68

3.5.3. Output 69

3.6. API 70 for security

3.6.1. Function 70

3.6.2. Input 70

3.6.3. Output 70

3.7. API 74 for security

3.7.1. Function 74

3.7.2. Input 74

3.7.3. Output 76

3.8. API 80 for MaaS services

3.8.1. Function 80

3.8.2. Input 80

3.8.3. Output 80

1. Overview

1.1. Purpose of this specification

This document is an API specification for the Toyota (Toyota) vehicle platform, containing an overview of the application program interface, usage, and notes.

1.2. Target vehicle

Toyota-based e-pattern, MaaS vehicle for POV (private owned vehicle)

1.3. Definition of terms

TABLE 2

1.4. Matters of use

This is an early draft of this document.

All the content will change. Such changes inform the user. Note that some parts are stationary. The t.b.d. will be updated in the future.

2. Structure of the product

Overall structure of MaaS

The general structure of MaaS with a target vehicle is shown (fig. 7).

Vehicle control technology is used as an interface for technology providers.

The technology provider may receive open APIs needed to develop the autonomous driving system, such as vehicle status and vehicle controls.

System architecture for MaaS vehicles

A system architecture is shown as a premise (fig. 8).

The target vehicle will employ the physical architecture of the bus between the ADS and VCIB using CAN. To implement the various APIs in this document, the CAN frame and bit allocation are shown as separate documents in the form of a "bit allocation table".

3. Application program interface

3.1. Responsibility sharing when using APIs

The basic responsibility sharing between the ADS and the vehicle VP when using the API is as follows.

[ADS]

The ADS should create a travel plan and should indicate vehicle control values to the VP.

[VP]

The Toyota VP should control the various systems of VP based on the instructions of the ADS.

Typical usage of API

In this section, typical usage of APIs will be described.

CAN will be used as the communication line between ADS and VP. Therefore, basically, the API should be executed by the ADS at each defined cycle time of the respective APIs.

A typical workflow of ADS when executing an API is as follows (FIG. 9).

3.3. API for vehicle motion control

In this section, an API for vehicle motion control that can be controlled in a MaaS vehicle is described.

3.3.1. Function(s)

3.3.1.1. Rest, start sequence

The transition to the stationary (fixed) mode and the vehicle start sequence are described. This function assumes that the vehicle is in Autonomy _ State — autonomous mode. The request is denied in other modes.

The following figure shows an example.

The acceleration command requests deceleration and stops the vehicle. Then, when the Longitudinal _ Velocity (Longitudinal _ Velocity) is confirmed to be 0[ km/h ], a stationary command is transmitted as "applied". After the brake hold control is completed, the stationary state becomes "applied". Before this, the acceleration command must continue with the deceleration request. The deceleration request is canceled, either the stop command is "applied" or the acceleration command, and no transition to the brake hold control will occur. Thereafter, the vehicle will continue to remain stationary until a stationary command is sent, "applied". During this period, the "acceleration command" may be set to 0 (zero).

If the vehicle needs to be started, the brake hold control is cancelled by setting "stationary command" to "released". At the same time, acceleration/deceleration is controlled based on the acceleration command (fig. 10).

EPB engages when stationary-state "applied" lasts 3 minutes.

3.3.1.2. Direction request sequence

A shift change sequence is described. The precondition for this function is Autonomy _ State — autonomous mode. Otherwise, the request will be denied.

A shift change occurs only during Actual _ Moving _ Direction being "stationary". Otherwise, the request will be denied.

The following figure shows an example. The acceleration command requests deceleration and stops the vehicle. After the Actual _ Moving _ Direction is set to "stationary," the propulsion Direction command may request any shift position. (in the following example, "D" → "R").

During a shift change, an acceleration command must request deceleration.

After the shift change, acceleration/deceleration is controlled based on the acceleration command value (fig. 11).

3.3.1.3. Wheel lock sequence

The engagement and release of the wheel lock is described. This function is premised on Autonomy _ State being autonomous mode, otherwise the request will be denied.

This function is only executable during vehicle stop. The acceleration command requests deceleration and stops the vehicle. After the Actual _ Moving _ Direction is set to "stationary", the wheel lock is engaged by fixing the command to "applied". The "acceleration command" is set to "deceleration" until the "fixed state" is set to "applied".

If release is required, a "fixed command" is requested while the vehicle is stationary. At this time, the "acceleration command" is set to "deceleration".

After that, the vehicle is accelerated/decelerated based on the acceleration command value (fig. 12).

3.3.1.4.Road _ Wheel _ Angle request

The function is premised on Autonomy _ State being "autonomous mode", otherwise the request will be denied.

The tire turning Angle command is a relative value from Estimated _ Road _ Wheel _ Angle _ Actual.

For example, when the vehicle is traveling straight, when Estimated _ Road _ Wheel _ Angle _ Actual is 0.1[ rad ];

if the ADS requests straight ahead, the tire turn angle command should be set to 0+0.1 to 0.1[ rad ].

If the ADS requests steering to-0.3 rad, the tire cornering angle command should be set to-0.3 +0.1 to-0.2 rad.

3.3.1.5. Passenger operation

3.3.1.5.1. Accelerator pedal operation

In the autonomous driving mode, the accelerator pedal travel is eliminated from the vehicle acceleration demand selection.

3.3.1.5.2. Brake pedal operation

The operation of the brake pedal. In the autonomous mode, the target vehicle deceleration is the sum of 1) the deceleration estimated from the brake pedal stroke and 2) the deceleration request from the AD system.

3.3.1.5.3. Shift lever operation

In the automatic driving mode, the driver's operation of the shift lever is not reflected in the propulsion direction state.

If necessary, the ADS confirms the direction of propulsion by the driver and uses the direction of propulsion command to change the shift position.

3.3.1.5.4. Steering operation

When the driver (passenger) operates the steering, the maximum value is selected from the following options:

1) a torque value estimated from a driver operation angle; and

2) a torque value calculated from the requested wheel angle.

Note that if the driver turns the steering wheel strongly, the tire turning angle command is not accepted. The above is determined by the Steering Wheel Intervention flag.

3.3.2. Input device

TABLE 3

3.3.2.1.Propulsion Direction Command

Requesting a shift between forward (D range) and reverse (R range)

Value of

TABLE 4

Value of	Description of the invention	Remarks for note
			0	No request	N/A
2	R	To R-gear
			4	D	Shift to D-gear
Others	Retention

Remarks for note

Available only when Autonomy _ State is in "autonomous mode"

D/R can change only when the vehicle is stationary (Actual _ Moving _ Direction ═ stationary ").

The request while driving (moving) is rejected.

When the system requests a D/R shift, an acceleration command is sent while decelerating (-0.4 m/s)²). (only when the brakes are applied.)

In the following case, the request may not be accepted.

Direction _ Control _ Degradation _ Modes ═ failure detected "

3.3.2.2. Immobilisation Command

Engagement/release request wheel lock

Value of

TABLE 5

Remarks for note

Available only when Autonomy _ State is in "autonomous mode"

Can change only when the vehicle is stationary (Actual _ Moving _ Direction ═ stationary ")

The request is rejected while the vehicle is running.

When a request to change the application/release mode is made, the "acceleration command" is set to deceleration (-0.4 m/s)²). (only when the brakes are applied.)

Standstill Command (stationary Command)

Requesting vehicle standstill

Value of

TABLE 6

Value of	Description of the invention	Remarks for note
			0	No request
1	Is applied to	Request to quiesce
			2	Is released to

Remarks for note

Available only when Autonomy _ State is in "autonomous mode"

Confirmation by quiescent state ═ applied

When the vehicle is stationary (Actual _ Moving _ Direction ═ stationary), a transition to stationary is enabled.

The acceleration command must continue to be executed until the "quiescent state" becomes "applied" and the deceleration request of the acceleration command (-0.4 m/s) should continue to be executed²)。

There are more cases where the request is not accepted. The details are pending.

Accelation Command (Acceleration Command)

Commanding vehicle acceleration

Value of

Estimated _ Max _ Decel _ Capability to Estimated _ Max _ Accel _ Capability [ m/s²]

Remarks for note

Available only when Autonomy _ State is in "autonomous mode"

Acceleration (+) deceleration (-) request based on direction of propulsion direction state

The upper/lower limits will differ based on Estimated _ Max _ Decel _ Capability and Estimated _ Max _ Accel _ Capability.

When the request is greater than the acceleration of Estimated _ Max _ Accel _ Capability, the request is set to Estimated _ Max _ Accel _ Capability.

When a deceleration greater than Estimated _ Max _ Decel _ Capability is requested, the request is set to Estimated _ Max _ Decel _ Capability.

Depending on the stroke of the accelerator/brake pedal, the requested acceleration may not be achieved. For more details, see 3.4.1.4.

When the collision avoidance system is activated at the same time, the minimum acceleration (maximum deceleration) will be selected.

3.3.2.5.Tire Turning Angle Command

Commanded tire cornering angle

Value of

TABLE 7

Value of	Description of the invention	Remarks for note
			－	[ unit: rad (radius of curvature)]

Remarks for note

Left is a positive value (+). The right is a negative value (-).

Available only when Autonomy _ State is in "autonomous mode"

The output of Estimated _ Road _ Wheel _ Angle _ Actual when the vehicle is traveling straight is set to the reference value (0).

This request the relative value of Estimated _ Road _ Wheel _ Angle _ Actual. (for more details, please refer to 3.4.1.1)

The value of the request is within the Current _ Road _ Wheel _ Angle _ Rate _ Limit.

Depending on the steering angle of the driver, the requested value may not be satisfied.

3.3.2.6. Autonomination Command

Requesting a transition between manual mode and autonomous mode

Value of

TABLE 8

Value of	Description of the invention	Remarks for note
			00b	Unsolicited autonomy
01b	Request autonomous
			10b	Invalidating requests	Indicating a request to transition to manual mode

The mode may not be able to transition to autonomous mode. (e.g., if a failure occurs in the vehicle platform.)

3.3.3. Output of

TABLE 9

3.3.3.1.Propulsion Direction Status (Propulsion Direction State)

Current gear shift position

Value of

Watch 10

Remarks for note

This output will be set to "invalid value" when the gear shift position is uncertain.

When the vehicle enters the following state in the VO mode, [ propulsion direction state ] will become "P".

-[Longitudinal_Velocity]＝0[km/h]

- [ Brake _ Pedal _ Position ] < threshold (t.b.d.) (in case it is determined that the Pedal is not depressed)

- [1st _ Left _ sea _ Belt _ Status ] - [ unwrapped

- [1st _ Left _ Door _ Open _ Status ] - [ opened

3.3.3.2.Propulsion Direction by Driver (Propulsion Direction of Driver)

Driver operated shift lever position

Value of

TABLE 11

Remarks for note

Output based on driver's lever position

If the driver releases his hand on the gear lever, the gear lever will return to the neutral position and the output will be set to "no request".

When the vehicle becomes the following state in the NVO mode, [ the propulsion direction of the driver ] will become "1 (P)".

-[Longitudinal_Velocity]＝0[km/h]

- [1st _ Left _ sea _ Belt _ Status ] - [ unwrapped

- [1st _ Left _ Door _ Open _ Status ] - [ opened

3.3.3.3. Immobilisation Status (fixed state)

Output EPB and Shift-P states

Value of

< main > <

TABLE 12

< minor >

Watch 13

Remarks for note

The secondary signal does not include the EPB lock state.

3.3.3.4.Immobilization Request by Driver

Driver operation of EPB switch

Value of

TABLE 14

Value of	Description of the invention	Remarks for note
			0	No request
1	Joining
			2	Releasing
3	Invalid value

Remarks for note

When the EPB switch is pressed, the output is "engaged".

When the EPB switch is pulled, the output "release".

Standstill Status (stationary state)

Vehicle stationary state

Value of

Watch 15

Remarks for note

EPB is activated when the application lasts 3 minutes in a quiescent state.

If it is desired to start the vehicle, the ADS requests "stationary command" - "release".

3.3.3.6.Estimated_Coasting_Rate

Estimated vehicle deceleration when throttle is closed

Value of

[ unit: m/s²]

Remarks for note

The estimated acceleration at which WOT is calculated.

The gradient and road load, etc. are taken into account in the estimation.

When the propulsion direction state is "D", the acceleration in the forward direction is a positive value.

When the propulsion direction state is "R", the acceleration in the backward direction is a positive value.

3.3.3.7.Estimated_Max_Accel_Capability

Estimated maximum acceleration

Value of

[ unit: m/s²]

Remarks for note

Acceleration when WOT is calculated.

The gradient and road load, etc. are taken into account in the estimation.

The direction determined by the shift position is considered positive.

3.3.3.8.Estimated_Max_Decel_Capability

Estimated maximum deceleration

Value of

-9.8 to 0[ units: m/s²]

Remarks for note

Is affected by the Brake _ System _ Degradation _ Modes. The details are t.b.d.

Depending on the vehicle state or road condition, there may be a case where output is not possible

3.3.3.9.Estimated_Road_Wheel_Angle_Actual

Front wheel steering angle

Value of

TABLE 16

Value of	Description of the invention	Remarks for note
			Others	[ unit of rad ]]
Minimum value	Invalid value	The sensor is not valid.

Remarks for note

Left is a positive value (+). The right is a negative value (-).

This signal is invalid until "steering angle of steering wheel when the vehicle is going straight" becomes available.

3.3.3.10.Estimated_Road_Wheel_Angle_Rate_Actual

Front wheel steering angle rate

Value of

TABLE 17

Value of	Description of the invention	Remarks for note
			Others	[ unit: rad/s)]
Minimum value	Invalid value

Remarks for note

Left is a positive value (+). The right is a negative value (-).

3.3.3.11.Steering_Wheel_Angle_Actual

Steering wheel corner

Value of

Watch 18

Value of	Description of the invention	Remarks for note
			Others	[ unit of rad ]]
Minimum value	Invalid value

Remarks for note

Left is a positive value (+). The right is a negative value (-).

Steering angle converted from steering assist motor angle

3.3.3.12.Steering_Wheel_Angle_Rate_Actual

Steering wheel angular rate

Value of

Watch 19

Remarks for note

Left is a positive value (+). The right is a negative value (-).

Steering angle rate converted from steering assist motor angle rate

3.3.3.13.Current_Road_Wheel_Angle_Rate_Limit

Wheel angular rate limiting

Value of

At the time of stop: 0.4[ rad/s ]

Runtime: show "remarks"

Remarks for note

Calculated from the table of 'vehicle speed-steering angle speed' in the lower chart

A) In the case of very low vehicle speeds or stops, a fixed value of 0.4[ rad/s ] is used

B) At higher vehicle speeds, the steering angle rate is 2.94m/s depending on the vehicle speed³Calculated

The threshold vehicle speed between A and B is 10[ km/h ] (FIG. 13).

3.3.3.14.Estimated_Max_Lateral_Acceleration_Capability

Estimated maximum lateral acceleration

Value of

2.94[ units: m/s²]Fixed value

Remarks for note

Steering angle control of steering wheelThe system is designed to be up to 2.94m/s²Within the acceleration range of (c).

3.3.3.15.Estimated_Max_Lateral_Acceleration_Rate_Capability

Estimated maximum lateral acceleration rate

Value of

2.94[ units: m/s³]Fixed value

Remarks for note

The steering wheel steering angle controller is designed up to 2.94m/s³Within the acceleration range of (c).

3.3.3.16.Accelerator_Pedal_Position

Position of accelerator pedal (how much is the pedal depressed

Value of

0 to 100[ unit: % ]

Remarks for note

This signal is filtered by smoothing processing so as not to abruptly change the acceleration opening degree.

Under normal conditions

The zero point calibrated accelerator position signal is transmitted.

In the fault state

Fail safe value of transmission (0 XFF)

3.3.3.17.Accelerator_Pedal_Intervention

This signal indicates whether the driver has depressed the accelerator pedal (intervention).

Value of

Watch 20

Value of	Description of the invention	Remarks for note
			0	Is not stepped on
1	Step on
			2	Exceeding of autonomic acceleration

Remarks for note

This signal [ Accelerator _ Peal _ Intervision ] will become "depressed" when Accelerator _ Peal _ Position is above a defined threshold (ACCL _ INTV).

When the requested acceleration according to the depressed accelerator pedal is higher than the requested acceleration from the system (ADS, PCS, etc.), the signal will become "over-autonomous acceleration".

In NVO mode, the accelerator request will be denied. Therefore, the signal will not become "2".

Detailed design (fig. 14)

3.3.3.18.Brake_Pedal_Position

Position of brake pedal (how much the pedal is depressed

Value of

0 to 100[ unit: % ]

Remarks for note

When the brake pedal position sensor fails:

fail safe value of transmission (0 XFF)

This value may exceed 100% due to assembly errors.

3.3.3.19.Brake_Pedal_Intervention

This signal indicates whether the driver has depressed the brake pedal (intervention).

Value of

TABLE 21

Remarks for note

This signal [ Brake _ Pedal _ interaction ] will become "depressed" when Brake _ Pedal _ Position is above a defined threshold (BRK _ INTV).

This signal will become "over autonomous deceleration" when the requested deceleration according to depression of the brake pedal is higher than the requested deceleration from the system (ADS, PCS, etc.).

Detailed design (fig. 15)

3.3.3.20.Steering_Wheel_Intervention

This signal indicates whether the steering wheel is turned by the driver (intervention).

Value of

TABLE 22

Value of	Description of the invention	Remarks for note
			0	Is not rotated
1	Co-rotating	Driver steering torque + steering motor torque
			2	Rotated by a human driver

Remarks for note

When "Steering _ Wheel _ Intervention is 1", the EPS system will drive the Steering in coordination with the human driver, taking into account the intention of the human driver.

In "Steering _ Wheel _ Intervention — 2", the EPS system will reject the Steering request of the automatic driving kit, taking into account the human driver's intention. (steering would be driven by a human driver.)

3.3.3.21.Shift_Lever_Intervention

This signal indicates whether the gear shift lever is controlled (intervened) by the driver.

Value of

TABLE 23

Value of	Description of the invention	Remarks for note
			0	Close off
1	Is opened	Controlled (moved to any gear changeDevice)

Remarks for note

·N/A

3.3.3.22.WheelSpeed_FL,WheelSpeed_FR,WheelSpeed_RL,WheelSpeed_RR

Wheel speed value

Value of

Watch 24

Value of	Description of the invention	Remarks for note
			Others	Speed [ unit: m/s ]]
Maximum value	Invalid value	The sensor is not valid.

Remarks for note

·T.B.D.

3.3.3.23.WheelSpeed_FL_Rotation,WheelSpeed_FR_Rotation,WheelSpeed_RL_Rotation,WheelSpeed_RR_Rotation

Direction of rotation of each wheel

Value of

TABLE 25

Remarks for note

After the ECU is activated, this signal is set to "forward" until the rotational direction is fixed.

When 2 (two) pulses of the same direction are detected consecutively, the direction of rotation will be fixed.

3.3.3.24.Actual_Moving_Direction

Direction of rotation of the wheel

Value of

Watch 26

Value of	Description of the invention	Remarks for note
			0	Forward
1	To the rear
			2	At rest
3	Is not defined

Remarks for note

This signal indicates "stationary" when the four wheel speed values are "0" for a constant time.

Except as described above, this signal will be determined by the majority rules of the four WheelSpeed _ Rotations.

When more than two WheelSpeed _ Rotations are "backwards", this signal indicates "backwards".

When more than two WheelSpeed _ Rotations are "forward", this signal indicates "forward".

When the "forward" and "backward" count values are the same, this signal indicates "undefined".

3.3.3.25.Longitudinal_Velocity

Estimated vehicle fore-aft direction velocity

Value of

Watch 27

Remarks for note

This signal is output as an absolute value.

3.3.3.26.Longitudinal_Acceleration

Estimated vehicle fore-aft acceleration

Value of

Watch 28

Value of	Description of the invention	Remarks for note
			Others	Acceleration in m/s²]
Minimum value	Invalid value	The sensor is not valid.

Remarks for note

This signal will be calculated by the wheel speed sensor and the acceleration sensor.

This signal represents "0" when the vehicle is driven at a constant speed on a flat road.

3.3.3.27.Lateral_Acceleration

Sensor value of lateral acceleration of vehicle

Value of

Watch 29

Remarks for note

A positive value indicates a counterclockwise direction. Negative values indicate a clockwise direction.

3.3.3.28. Yaw rate

Sensor value of yaw rate

Value of

Watch 30

Value of	Description of the invention	Remarks for note
			Others	Yaw rate [ unit: deg/s ]]
Minimum value	Invalid value	The sensor is not valid.

Remarks for note

3.3.3.29.Autonomy_State

State of autonomous mode or manual mode

Value of

Watch 31

Value of	Description of the invention	Remarks for note
			00	Manual mode	Mode initiated from manual mode.
01	Autonomous mode

Remarks for note

The initial state is manual mode. (when Ready ON, the vehicle will start from manual mode.)

3.3.3.30.Autonomy_Ready

Case of whether the vehicle can be shifted to the autonomous mode

Value of

Watch 32

Remarks for note

This signal is part of the transition to autonomous mode condition.

Please refer to the condition abstract.

3.3.3.31.Autonomy_Fault

Status of whether or not a failure in function in autonomous mode has occurred

Value of

Watch 33

Value of	Description of the invention	Remarks for note
			00b	Not failed
01b	Fault of
			11b	Invalidation	Indicating that the status is undetermined.

Remarks for note

See other data on fault codes for functions in autonomous mode.

Tb.d.d. ] requires consideration of the conditions that release the "failed" state.

3.4. API for body control

3.4.1. Function(s)

T.B.D.

3.4.2. Input device

Watch 34

3.4.2.1.Turnsignallight_Mode_Command

Command to control turn signal mode of vehicle platform

Value of

Watch 35

Value of	Description of the invention	Remarks for note
			0	Close off	Turn signal indicating lamp off
1	Right side	Right turn signal indicating lamp turn-on
			2	Left side of	Left turn signal indicating lamp turn-on
3	Retention

Remarks for note

T.B.D.

Detailed design

When turnsignalright _ Mode _ Command is equal to 1, the vehicle platform sends a left turn signal indicator lamp turn-on request.

When Turnsignalright _ Mode _ Command is 2, the vehicle platform sends a right turn signal indicator lamp turn-on request.

3.4.2.2.Headlight_Mode_Command

Command for controlling headlamp mode of vehicle platform

Value of

Watch 36

Value of	Description of the invention	Remarks for note
			0	No request	Maintain current mode
1	Tail light (TAIL) mode request	Side light mode
			2	HEAD light (HEAD) mode request	Lo mode
3	Autonomous (AUTO) mode request
			4	HI mode request
5	Off mode request
			6-7	Retention

Remarks for note

This command is valid when the header _ Driver _ Input is off or AUTO (AUTO) mode is on.

The driver input will override this command.

When the vehicle platform receives this command once, the headlamp mode changes.

3.4.2.3.Hazardlight_Mode_Command

Command for controlling hazard lamp mode of vehicle platform

Value of

Watch 37

Remarks for note

The driver input will override this command.

The hazard lights are active during the time the vehicle platform receives the turn-on command.

3.4.2.4.Horn_Pattern_Command

Command for scheme to control horn turn-on and turn-off times per cycle of vehicle platform

Value of

Watch 38

Value of	Description of the invention	Remarks for note
			0	No request
1	Scheme 1	Opening time 250ms closing time 750ms
			2	Scheme 2	500ms of opening time and 500ms of closing time
3	Scheme 3	Retention
			4	Scheme 4	Retention
5	Scheme 5	Retention
			6	Scheme 6	Retention
7	Scheme 7	Retention

Remarks for note

Assume scheme 1 uses a single short turn-on and scheme 2 assumes on-off repetition.

Details are under internal discussion.

3.4.2.5.Horn_Number_of_Cycle_Command

Command for controlling horn on/off times for vehicle platforms

Value of

0～7[-]

Remarks for note

Details are under internal discussion.

3.4.2.6.Horn_Continuous_Command

Command to control horn opening of vehicle platform

Value of

Watch 39

Value of	Description of the invention	Remarks for note
			0	No request
1	Opening request

Remarks for note

This Command will override the hornPatterCommand, hornNumber of Cycle Command.

The horn is active during the time the vehicle platform receives the turn-on command.

Details are under internal discussion.

3.4.2.7.Windshieldwiper_Mode_Front_Command

Command for controlling front windshield wipers of vehicle platforms

Value of

Watch 40

Remarks for note

The validity time of this command is being discussed internally.

This command is valid when either Windshieldwiper _ Front _ Driver _ Input is off or autonomous mode on.

The driver input will override this command.

Maintain windshield wiper mode during vehicle platform reception of command.

3.4.2.8.Windshieldwiper_intermittent_Wiping_Speed_Command

Command for controlling windshield wiper actuation interval in intermittent mode

Value of

Table 41

Value of	Description of the invention	Remarks for note
			0	Fast-acting toy
1	Second best mode
			2	The third best mode
3	Slow

Remarks for note

This command is valid when Windshieldwiper _ Mode _ Front _ Status ═ INT.

The driver input will override this command.

Once the vehicle platform receives this command, the windshield wiper intermittent mode changes.

3.4.2.9.Windshieldwiper_Mode_Rear_Command

Command for controlling rear windshield wiper mode of vehicle platform

Value of

Watch 42

Remarks for note

The driver input will override this command.

The windshield wiper mode is maintained during the time that the vehicle platform receives the command.

The wiping speed in the intermittent mode is not changed.

3.4.2.10.Hvac_1st_Command

Command to start/stop first row air conditioning control

Value of

Watch 43

Value of	Description of the invention	Remarks for note
			00	No request
01	Is opened	Indicating that the first air conditioner control is turned on
			02	Close off	Indicating that the first air conditioner control is turned off

Remarks for note

S-AM' S hvac (heating ventilation and air conditioning) has a synchronization function.

Thus, to control 4 (four) hvacs individually (1 st left/right, 2nd left/right), the VCIB implements the following process after Ready-ON. (this function will be implemented from the CV.)

#1：Hvac_1st_Command＝ON

#2：Hvac_2nd_Command＝ON

#3：Hvac_TargetTemperature_2nd_Left_Command

#4：Hvac_TargetTemperature_2nd_Right_Command

#5：Hvac_Fan_Level_2nd_Row_Command

#6：Hvac_2nd_Row_AirOutlet_Mode_Command

#7：Hvac_TargetTemperature_1st_Left_Command

#8：Hvac_TargetTemperature_1st_Right_Command

#9：Hvac_Fan_Level_1st_Row_Command

#10：Hvac_1st_Row_AirOutlet_Mode_Command

The interval between each command takes 3ms or longer.

Other commands may be executed after # 1.

3.4.2.11.Hvac_2nd_Command

Command to start/stop second row air conditioning control

Value of

Watch 44

Value of	Description of the invention	Remarks for note
			00	No request
01	Is opened	Indicating that the second air conditioner control is turned on
			02	Close off	Indicating that the second air conditioner is controlled to be turned off

Remarks for note

·N/A

3.4.2.12.Hvac_TargetTemperature_1st_Left_Command

Command to set target temperature near front left zone

Value of

TABLE 45

Value of	Description of the invention	Remarks for note
			0	No request
60 to 85[ unit: ° F ]](varying at 1.0 ℃ F.)	Direction of temperature

Remarks for note

·N/A

3.4.2.13.Hvac_TargetTemperature_1st_Right_Command

Command to set target temperature near right front zone

Value of

TABLE 46

Remarks for note

·N/A

3.4.2.14.Hvac_TargetTemperature_2nd_Left_Command

Command to set target temperature near left rear zone

Value of

Watch 47

Remarks for note

·N/A

3.4.2.15.Hvac_TargetTemperature_2nd_Right_Command

Command to set target temperature in the vicinity of the right rear region

Value of

Watch 48

Remarks for note

·N/A

3.4.2.16.Hvac_Fan_Level_1st_Row_Command

Commands to set fan levels on front AC

Value of

Watch 49

Value of	Description of the invention	Remarks for note
			0	No request
1 to 7 (Max)	Fan stage direction

Remarks for note

If the fan level is intended to be set to 0 (off), "Hvac _1st _ Command" should be sent off.

If the fan level is to be set to AUTO (AUTO), then "Hvac _1st _ Command" should be sent on.

3.4.2.17.Hvac_Fan_Level_2nd_Row_Command

Command to set fan level on post-AC

Value of

Watch 50

Remarks for note

If the fan level is desired to be set to 0 (off), "Hvac _2nd _ Command" should be sent off.

If the fan level is to be set to AUTO (AUTO), then "Hvac _2nd _ Command" should be sent on.

3.4.2.18.Hvac_1st_Row_AirOutlet_Mode_Command

Command for setting mode of first air outlet

Value of

Watch 51

Value of	Description of the invention	Remarks for note
			000b	No operation
001b	On the upper part	Wind blows towards the upper part of the body
			010b	U/F	Wind blows towards the upper body and feet
011b	Foot	Wind blowing foot
			100b	F/D	Wind blows to the feet, the windshield defroster works

Remarks for note

·N/A

Command to set Mode for second discharge outlet, Hvac _2nd _ Row _ AirOutlet _ Mode _ Command, 3.4.2.19

Value of

Table 52

Value of	Description of the invention	Remarks for note
			000b	No operation
001b	On the upper part	Wind flow to the upper body
			010b	U/F	The wind flows to the upper body and feet
011b	Foot	Wind flow direction foot

Remarks for note

·N/A

3.4.2.20.Hvac_Recirculate_Command

Command to set air recirculation mode

Value of

Watch 53

Value of	Description of the invention	Remarks for note
			00	No request
01	Is opened	Indicating air recirculation mode on
			02	Close off	Indicating air recirculation mode off

Remarks for note

·N/A

3.4.2.21.Hvac_AC_Command

Command to set AC mode

Value of

Watch 54

Value of	Description of the invention	Remarks for note
			00	No request
01	Is opened	Indicating that the AC mode is turned on
			02	Close off	Indicating that the AC mode is turned off

Remarks for note

·N/A

3.4.3. Output of

Watch 55

3.4.3.1.Turnsignallight_Mode_Status

State of current turn signal mode of vehicle platform

Value of

Watch 56

Value of	Description of the invention	Remarks for note
			0	Close off	Turn off the lamp
1	Left side of	Left steering indicating light turning on (flashing)
			2	Right side	Right steering indicating light turning on (flashing)
3	Invalidation

Remarks for note

When the turn signal is detected to be off, the state is on.

When the turn signal is detected briefly, the state is off.

3.4.3.2.Headlight_Mode_Status

Status of current headlamp mode of vehicle platform

Value of

Watch 57

Remarks for note

N/A

Detailed design

When the tail light signal is on, the vehicle platform transmits 1.

When the Lo signal is on, the vehicle platform sends 2.

When the Hi signal is on, the vehicle platform transmits 4.

When any of the above signals is OFF, the vehicle platform transmits 0.

3.4.3.3.Hazardlight_Mode_Status

Status of current hazard lamp mode for vehicle platform

Value of

Watch 58

Value of	Description of the invention	Remarks for note
			0	Close off	Off of hazard lamps
1	Danger of	Dangerous lamp turning on (flashing)
			2	Retention
3	Invalidation

Remarks for note

N/A

3.4.3.4.Horn_Status

Current horn state of vehicle platform

Value of

Watch 59

Value of	Description of the invention	Remarks for note
			0	Close off
1	Is opened
			2	Retention (not support)
3	Invalid (not support)

Remarks for note

Failure to detect any failure.

If the horn is off, the vehicle platform sends a "1" when the horn protocol command is active.

3.4.3.5.Windshieldwiper_Mode_Front_Status

State of current front windshield wiper mode of vehicle platform

Value of

Watch 60

Watch 61

Remarks for note

Failure mode condition

Detecting signal discontinuities

Failure to detect other than the above failure.

3.4.3.6.Windshieldwiper_Mode_Rear_Status

State of current rear windshield wiper mode of vehicle platform

Value of

Watch 62

Remarks for note

Failure to detect any failure.

3.4.3.7.Hvac_1st_Status

First row HVAC activation status

Value of

Table 63

Value of	Description of the invention	Remarks for note
			0b	Close off
1b	Is opened

Remarks for note

N/A

3.4.3.8.Hvac_2nd_Status

Second row HVAC active State

Value of

Table 64

Remarks for note

N/A

3.4.3.9.Hvac_Temperature_1st_Left_Status

Temperature setting state of left side of first row

Value of

Table 65

Value of	Description of the invention	Remarks for note
			0	Lo	Coldest state
60 to 85[ unit: ° F ]]	Target temperature
			100	Hi	Hottest
FFh	Is unknown

Remarks for note

N/A

3.4.3.10.Hvac_Temperature_1st_Right_Status

State of set temperature of right side of first row

Value of

TABLE 66

Remarks for note

N/A

3.4.3.11.Hvac_Temperature_2nd_Left_Status

Temperature setting state of the left side of the second row

Value of

Watch 67

Remarks for note

N/A

3.4.3.12.Hvac_Temperature_2nd_Right_Status

State of set temperature on right side of second row

Value of

Table 68

Remarks for note

N/A

3.4.3.13.Hvac_Fan_Level_1st_Row_Status

First row fan level setting status

Value of

Watch 69

Value of	Description of the invention	Remarks for note
			0	Close off
1-7	Fan class
			8	Is not defined

Remarks for note

N/A

3.4.3.14.Hvac_Fan_Level_2nd_Row_Status

Second row fan level setting status

Value of

Watch 70

Remarks for note

N/A

3.4.3.15.Hvac_1st_Row_AirOutlet_Mode_Status

State of first air outlet mode

Value of

Watch 71

Value of	Description of the invention	Remarks for note
			000b	All close	When the autonomous mode is set
001b	On the upper part	Wind blows towards the upper part of the body
			010b	U/F	Wind blows towards the upper body and feet
011b	Foot	Wind blowing foot
			100b	F/D	Wind blows to the feet, the windshield defroster works
101b	DEF	Windshield defogger operation
			42	Is not defined

Remarks for note

N/A

3.4.3.16.Hvac_2nd_Row_AirOutlet_Mode_Status

State of the second discharge outlet mode

Value of

Watch 72

Value of	Description of the invention	Remarks for note
			000b	All close	When the autonomous mode is set
001b	On the upper part	Wind blows towards the upper part of the body
			010b	U/F	Wind blows towards the upper body and feet
011b	Foot	Wind blowing foot
			42	Is not defined

Remarks for note

N/A

3.4.3.17.Hvac_Recirculate_Status

Set state of air recirculation mode

Value of

TABLE 73

Value of	Description of the invention	Remarks for note
			00	Close off	Indicating air recirculation mode as off
01	Is opened	Indicating air recirculation mode as on

Remarks for note

N/A

3.4.3.18.Hvac_AC_Status

State of set AC mode

Value of

Table 74

Value of	Description of the invention	Remarks for note
			00	Close off	Indicating AC mode off
01	Is opened	Indicating AC mode on

Remarks for note

N/A

3.4.3.19.1st_Right_Seat_Occupancy_Status

Seat occupancy status of the left 1st seat

Value of

TABLE 75

Remarks for note

This signal may be set to "occupied" when the seat has luggage on it.

3.4.3.20.1st_Left_Seat_Belt_Status

State of seat belt buckle switch of driver's seat

Value of

Watch 76

Value of	Description of the invention	Remarks for note
			0	Fastening is provided
1	Disentangling
			2	Is undetermined
3	Switch failure

Remarks for note

When the driver seat belt buckle on-off state signal is not set, [ undetermined ] is transmitted.

It is checking the responsible person at the time of use. (output "not fixed 10" as initial value.)

The fastening/unfastening judgment result should be transmitted to the CAN transmission buffer within 1.3 seconds after IG _ ON or before the ignition is allowed, whichever is earlier.

3.4.3.21.1st_Right_Seat_Belt_Status

State of buckle switch of passenger seat belt

Value of

Watch 77

Remarks for note

If the passenger seat belt buckle switch state signal is not set, [ undetermined ] is transmitted.

3.4.3.22.2nd_Left_Seat_Belt_Status

Seat belt buckle on-off status for second left seat

Value of

Watch 78

Value of	Description of the invention	Remarks for note
			0	Fastening is provided
1	Disentangling
			2	Is undetermined
3	Retention

Remarks for note

Failure to detect sensor failure.

3.4.3.23.2nd_Right_Seat_Belt_Status

Seat belt buckle on-off state for second right seat

Value of

TABLE 79

Remarks for note

Failure to detect any failure.

3.5. API for power control

3.5.1. Function(s)

T.B.D.

3.5.2. Input device

Watch 80

Signal name	Description of the invention	Redundancy
			Power_Mode_Request	Command for controlling power mode of vehicle platform	N/A

3.5.2.1.Power_Mode_Request

Command for controlling power mode of vehicle platform

Value of

Watch 81

Remarks for note

Regarding "wake up", let us share how this signal is implemented on the CAN. (see other materials) basically, it is based on "ISO 11989-2: 2016". Also, the signal should not be a simple value. In any case, please refer to other materials.

This API will reject the next request within a certain time 4000ms after the request is received.

The following is an explanation of three power modes that can be controlled via the API, namely [ sleep ] [ Wake ] [ drive mode ].

[ sleep ]

A vehicle power off state. In this mode, the high voltage battery is not powered and neither the VCIB nor other VP ECUs are active.

[ Wake-up ]

The VCIB is awakened by the low voltage battery. In this mode, no ECU other than the VCIB wakes up except for some body electronics ECUs.

[ Driving mode ]

Ready ON mode. In this mode, the high voltage battery powers the entire VP, and all VP ECUs, including the VCIB, wake up.

3.5.3. Output of

Table 82

Signal name	Description of the invention	Redundancy
			Power_Mode_Status	Status of current power mode of vehicle platform	N/A

3.5.3.1.Power_Mode_Status

Status of current power mode of vehicle platform

Value of

Watch 83

Value of	Description of the invention	Remarks for note
			00	Resd	Reserving same data for alignment with pattern requests
01	Sleep mode	Means "Ready OFF"
			02	Wake-up	Indicating VCIB on only
03	Resd	Reserved for data expansion
			04	Resd	Reserved for data expansion
05	Resd	Reserved for data expansion
			06	Driving mode	Denotes "Ready ON"
07	Is unknown	Indicating that unhealthy conditions will occur

Remarks for note

VCIB will continue to send [ sleep ] as Power _ Mode _ Status for 3000[ ms ] after the execution of the sleep sequence. Then, the VCIB will be turned off.

3.6. API for security

3.6.1. Function(s)

T.B.D.

3.6.2. Input device

Watch 84

Signal name	Description of the invention	Redundancy
			T.B.D.

3.6.3. Output of

Watch 85

Request for Operation (Request Operation)

Requesting an operation from the ADS according to a state of a vehicle platform

Value of

Watch 86

Remarks for note

T.B.D.

3.6.3.2.Passive_Safety_Functions_Triggered

Collision detection signal

Value of

Watch 87

Value of	Description of the invention	Remarks for note
			0	Is normal
5	Collision detection (air bag)
			6	Collision detection (high-voltage circuit cut)
7	Invalid value
			Others	Retention

Remarks for note

When an event of collision detection occurs, the signal is transmitted 50 times in succession every 100[ ms ]. If the collision detection state changes before the signal transmission is completed, a signal with a high priority is transmitted.

Priority: collision detection > Normal

5s is sent regardless of the normal response at the time of collision, because the vehicle failure determination system should issue a request to turn off the voltage within 5 seconds or less after the HV vehicle crashes.

The transmission interval is 100ms during the fuel cut motion delay allowable time (1s), so that data can be transmitted more than 5 times. In this case, instantaneous power-off should be considered.

3.6.3.3.Brake_System_Degradation_Modes

Indicating brake system status

Value of

Watch 88

Value of	Description of the invention	Remarks for note
			0	Is normal	-
1	Detecting a fault	-

Remarks for note

When a fault is detected, the safety stop is moved.

3.6.3.4.Propulsive_System_Degradation_Modes

Indicating powertrain system state

Value of

Watch 89

Remarks for note

When a fault is detected, the safety stop is moved.

3.6.3.5.Direction_Control_Degradation_Modes

Indicating a state of directional control

Value of

Watch 90

Remarks for note

When a fault is detected, the safety stop is moved.

When a fault is detected, the propulsion direction command is rejected.

3.6.3.6.WheelLock_Control_Degradation_Modes

Indicating wheel lock control status

Value of

Watch 91

Remarks for note

Primary indication EPB status, secondary indication SBW indication.

When a fault is detected, the safety stop is moved.

3.6.3.7.Steering_System_Degradation_Modes

Indicating steering system conditions

Value of

Watch 92

Value of	Description of the invention	Remarks for note
			0	Is normal	-
1	Detecting a fault	-
			2	Can not perform fixed steering	Temporary degradation of performance due to high temperature or the like

Remarks for note

When a fault is detected, the safety stop is moved.

3.6.3.8.Power_System_Degradation_Modes

[T.B.D]

3.6.3.9.Communication_Degradation_Modes

[T.B.D]

3.7. API for security

3.7.1. Function(s)

T.B.D.

3.7.2. Input device

Watch 93

3.7.2.1.1st_Left_Door_Lock_Command,1st_Right_Door_Lock_Command,2nd_Left_Door_Lock_Command,2nd_Right_Door_Lock_Command

Command to control individual door locks of a vehicle platform

Value of

Table 94

Remarks for note

The lock command only supports all-department locking.

The unlock command only supports left first door unlock and full door unlock.

3.7.2.2.Central_Vehicle_Lock_Exterior_Command

Command to control all door locks of vehicle platform

Value of

Watch 95

Value of	Description of the invention	Remarks for note
			0	No request
1	Lock (all)	Including luggage locking
			2	Unlock (all))	Including unlocking of luggage
3	Retention

Remarks for note

The lock command only supports all-department locking.

The unlock command only supports left first door unlock and full door unlock.

3.7.3. Output of

Watch 96

3.7.3.1.1st_Left_Door_Lock_Status

State of current first left door lock mode of vehicle platform

Value of

Watch 97

Value of	Description of the invention	Remarks for note
			0	Retention
1	Locking in	D seat locking
			2	Unlocking of	Unlocking of the D seat
3	Invalidation

Remarks for note

Failure to detect any failure.

3.7.3.2.1st_Right_Door_Lock_Status

State of current first right door lock mode of vehicle platform

Value of

Watch 98

Value of	Description of the invention	Remarks for note
			0	Retention
1	Locking in	P seat lock
			2	Unlocking of	P seat unlocking
3	Invalidation

Remarks for note

Failure to detect any failure.

3.7.3.3.2nd_Left_Door_Lock_Status

Current second left door lock mode status of vehicle platform

Value of

TABLE 99

Value of	Description of the invention	Remarks for note
			0	Retention
1	Locking in	RL seat lock
			2	Unlocking of	RL seat unlocking
3	Invalidation

Remarks for note

Failure to detect any failure.

3.7.3.4.2nd_Right_Door_Lock_Status

Current second right door lock mode status of vehicle platform

Value of

Watch 100

Value of	Description of the invention	Remarks for note
			0	Retention
1	Locking in	RR seat locking
			2	Unlocking of	RR base unlock
3	Invalidation

Remarks for note

Failure to detect any failure.

3.7.3.5.Central_Vehicle_Exterior_Locked_Status

State of current all-department locked mode of vehicle platform

Value of

Watch 101

Value of	Description of the invention	Remarks for note
			0	Retention (not support)
1	All locks (not support)
			2	Free unlocking (not supporting)
3	Invalid (not support)

Remarks for note

The vehicle platform references the respective door lock status,

-if any door is unlocked, a 0 is sent.

-if all doors are locked, send 1.

3.7.3.6.Vehicle_Alarm_Status

Status of current vehicle alert for vehicle platform

Value of

Watch 102

Value of	Description of the invention	Remarks for note
			0	Relieve from	Non-activation of automatic alarm system
1	Preparation of	Automatic alarm system activated/not in alarm
			2	Activation	Automatic alarm system activated in alarm
3	Invalidation

Remarks for note

N/A

3.8. API for MaaS services

3.8.1. Function(s)

T.B.D.

3.8.2. Input device

Watch 103

Signal name	Description of the invention	Redundancy
			T.B.D.

3.8.3. Output of

Table 104

Signal name	Description of the invention	Redundancy
			T.B.D.

[ example 2]

MaaS vehicle platform of Toyota

Architecture specification

[ Standard edition #0.1]

Revision history

Watch 105

Revision date	Version(s)	Revision overview	Reviser
				2019/11/04	0.1	Creating new materials	MaaS business department

Index

1. General concept 4

1.1. Purpose 4 of this Specification

1.2. Target vehicle type 4

1.3. Target electronic platform 4

1.4. Definition of terms 4

1.5. Use notes 4

General Structure 4 of MaaS

1.7. Adopted development Process 6

ODD (operational design Domain) 6

2. Safety concept 7

2.1. Overview 7

2.2. Hazard analysis and risk assessment 7

2.3. Distribution of security requirements 8

2.4. Redundancy 8

3. Security concept 10

3.1. Overview 10

3.2. Assume risk 10

3.3. Risk countermeasure 10

3.3.1. Countermeasure 11 for remote attack

3.3.2. Modification strategy 11

3.4. Processing retained data information 11

3.5. Solving the vulnerability 11

3.6. Contract 11 with an operational entity

4. System architecture 12

4.1. Overview 12

4.2. Physical LAN architecture (onboard) 12

4.3. Power supply structure 14

5. Function allocation 15

5.1. In a healthy situation 15

5.2. Under a single fault 16

6. Data collection 18

6.1. At event 18

6.2. From time to time 18

1. General concepts

1.1. Purpose of this specification

This document is an architectural specification for a toyota MaaS vehicle platform and contains a system overview at the vehicle level.

1.2. Type of target vehicle

This specification applies to Toyota vehicles having electronic platforms designated 19ePF [ ver.1 and ver.2 ].

A representative vehicle having 19ePF is shown below.

e-Palette, Sienna, RAV4, and the like.

1.3. Definition of terms

Table 106

1.4. Matters of use

This is an early draft of this document.

All content may be altered. Such changes are notified to the user. Note that some parts are stationary. The t.b.d. will be updated in the future.

2. Architecture concept

Overall structure of MaaS

The general structure of MaaS with a target vehicle is shown (fig. 16).

Vehicle control technology is used as an interface for technology providers.

2.2. Overview of System architecture for vehicle

A system architecture for a vehicle is shown as a premise (fig. 17).

The target vehicle of this document will employ a physical architecture that uses CAN for the bus between ADS and VCIB. To implement the various APIs in this document, the CAN frame and bit allocation are shown as separate documents in the form of a "bit allocation table".

2.3. Overview of Power supply architecture for vehicle

A power supply architecture as a premise is shown below (fig. 18).

The blue part is provided by the ADS provider. And the orange portion is provided by the VP.

The power supply structure of the ADS is isolated from the power supply structure of the VP. In addition, the ADS provider should install redundant power supply structures that are isolated from the VPs.

3. Safety concept

3.1. General safety concept

The basic security concept is as follows.

The strategy for safely stopping the vehicle in the event of a failure is as follows (fig. 19).

1. After the occurrence of the fault, the entire vehicle performs "detect fault" and "correct fault effects", and then reaches the safe state 1.

2. Following the ADS directive, the entire vehicle is parked in the safe space at a safe speed (assuming less than 0.2G).

However, the deceleration of the entire vehicle should be larger than the above deceleration, if necessary, as the case may be.

3. After parking, the entire vehicle reaches a safe state 2 by activating the fixing system in order to prevent slipping.

Table 107

For the single fault that can be notified and the expected behavior of the ADS, see a separate document called "fault management".

3.2. Redundancy

Redundant functionality of the MaaS vehicle of toyota is shown.

The Toyota vehicle platform has the following redundant functionality, which can meet the safety goals proposed by functional safety analysis.

Redundant braking

Any single failure on the braking system does not result in loss of braking functionality. However, depending on the location of the failure, the remaining capabilities may not be equivalent to the capabilities of the host system. In this case, the brake system is designed to prevent the capability from becoming 0.3G or less.

Redundant steering

Any single failure on the steering system does not result in loss of steering functionality. However, depending on the location of the failure, the remaining capabilities may not be equivalent to the capabilities of the host system. In this case, the steering system is designed to prevent the capability from becoming 0.3G or less.

Redundant fixation

The MaaS vehicle in toyota has 2 types of fixed systems, P-lock and EPB. Thus, any single failure of the fixation system does not result in a loss of fixation capability. However, in the event of a fault, the maximum resting tilt angle is not steeper than when the system is healthy.

Redundant power supply

Any single fault on the power supply system will not result in a loss of power supply functionality. However, in the event of a failure of the primary power source, the auxiliary power system may continue to provide power to the limited system for a period of time.

Redundant communication

Any single failure on the communication system will not result in the loss of all communication functionality. Systems requiring redundancy have physically redundant communication lines. For more details, please refer to chapter "physical LAN architecture (vehicle mounted)".

4. Concept of security

4.1. Overview

Regarding security, the MaaS vehicle of the toyota company adopts a security document issued by the toyota company as an upper-level document.

4.2. Postulate risk

The overall risk includes not only the risk assumed on the basic e-PF, but also the risk assumed for the auto-MaaS vehicle.

The overall risk is as follows.

[ remote attack ]

To vehicles

Fraud centers

ECU software Change

DoS attack

Sniffing

-slave vehicle

Cheating other vehicles

Software changes for ECUs on centers or other vehicles

DoS attacks on centres or other vehicles

Upload illegal data

[ modification ]

Illegal reprogramming

Setting up illegal ADK

Customer installation of unauthenticated products

4.3. Risk countermeasure

The countermeasures for the above assumed risk are as follows.

4.3.1. Countermeasure to remote attacks

The countermeasure against the remote attack is as follows.

End-to-end safety should be ensured since the autopilot kit communicates with the center of the operational entity. Because of the functions performed to provide travel control commands, multiple layers of protection in an autopilot kit are required. A secure microcomputer or security chip is used in the autopilot suite and provides as a first layer sufficient security measures to prevent access from the outside. Security is provided as a second layer using another security microcomputer and another security chip. (multilayer protection in an autopilot kit, including protection from direct access from the outside as a first layer, and protection as a layer below the former as a second layer).

4.3.2. Modification strategy

The modified countermeasure is as follows.

And performing equipment identity authentication and message identity authentication for measures taken by the anti-counterfeiting automatic driving suite. When storing keys, it is desirable to provide tamper-proof measures and to rekey the set for each pair of vehicle and autopilot. Alternatively, the contract may dictate that the operational entity be adequately managed so as not to have unauthorized suites attached. For measures to prevent the auto-MaaS vehicle user from attaching unauthorized products, the contract should stipulate that the operating entity should exercise the management right and not allow attaching unauthorized suites.

When applied to an actual vehicle, a reliable threat analysis should be performed together, and measures for solving the latest leak of the automatic driving suite at LO should be completed.

5. Function allocation

5.1. In the healthy state

Assignment of representative functionality is shown below (fig. 20).

[ function assignment ]

Table 108

5.2. Under a single fault

While embodiments of the present disclosure have been described above, it should be understood that the embodiments disclosed herein are illustrative and not restrictive in every respect. The scope of the present invention is defined by the terms of the claims, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

Claims

1. A vehicle (1) on which an autopilot system (3) can be mounted, comprising:

a vehicle platform (5) that controls the vehicle (1) according to instructions from the autonomous driving system (3); and

a vehicle control interface (4) serving as an interface between the autonomous driving system (3) and the vehicle platform (5), wherein

The vehicle platform (5) outputs an accelerator pedal position signal corresponding to the amount of depression of an accelerator pedal by the driver and outputs an accelerator pedal intervention signal to the autonomous driving system (3) via the vehicle control interface (4), and

the accelerator pedal intervention signal is indicative of an accelerator pedal intervention signal,

when the accelerator pedal position signal indicates that the depression amount is greater than a threshold value, it indicates that the accelerator pedal is depressed, and

when the acceleration request corresponding to the step-on amount is higher than a system acceleration request, it indicates that the vehicle (1) is over-automatically accelerated.

2. Vehicle (1) according to claim 1, wherein

The vehicle platform (5) has a non-vehicle operating mode in which the vehicle (1) can be driven completely unmanned, and

in the non-vehicle operating mode, the vehicle control interface (4) does not output the accelerator pedal intervention signal to the autonomous driving system (3) indicative of the override of automatic acceleration.

3. Vehicle (1) according to claim 1 or 2, wherein

The position of the accelerator pedal is signaled in the signal,

when the vehicle (1) is in a normal state, an accelerator position corresponding to the step-on amount is indicated, and

when the vehicle (1) is in a failure state, a fail-safe value different from the accelerator position is indicated.

4.A vehicle control interface (4) for use as an interface between an autonomous driving system (3) and a vehicle platform (5) controlling a vehicle (1) according to instructions from the autonomous driving system (3), wherein

The vehicle platform (5) outputs an accelerator pedal position signal corresponding to the amount of depression of an accelerator pedal by a driver and outputs an accelerator pedal intervention signal to the vehicle control interface (4),

the vehicle control interface (4) outputs the accelerator pedal position signal and the accelerator pedal intervention signal to the automatic driving system (3), and

5. The vehicle control interface (4) of claim 4, wherein

6. Vehicle control interface (4) according to claim 4 or 5, wherein

The position of the accelerator pedal is signaled in the signal,